Railway draft rigging



il I J. F. O'CONNOR RAILWAY DRAFT RIGGING Filed Feb. l5, 1929 Aug. 1, 1933.

Patented Aug. l, 1933 www 1,920,316 1 'Y v A. rf

` RAILWAY DRAFT arcoiris Y John F. OConnor, Chicago, Ill., assigner to W. H.

Miner, Inc., Chicago,

Delaware lill., a Corporation of p Application February 15,1929. serial Nq. 340,267A

2 claims. (C1. 21S- 7.)`

This inventionrelates to improvements in rail- -way draft riggings; y One object oi the invention is to providea draft rigging lfor railwayY carsincluding draft 5 sills, coupler means, shock absorbing mechanism between the sills actuated by the coupler in bini, yoke means `to whichrthe coupler is keyed for actuating the shock absorbing mechanism in draft, outer stop. means for the shook 'absorbing 1Y0 mechanism including al stop ykey'working in-slots in the draft sills, wherein relatively-longer travel` oi the coupler is provided for in buff than in draft to take care of the heavier buijling shocks.

another object oi the invention is to provide` a railway draft rigging of the character indicated in the preceding` paragraph, wherein the shock absorbingmechanism has relativelylight initial action followed by rheavier action duringthe last part oi the stroke in bull and aiords relatively light action in draft.

A. further object of the invention is to provide a railway draft rigging including spaced draft sills, coupler means7 twovseparate shock absorbing mechanisms ,sposedbetween the sills, a

' 25' yoke connecting-the coupler l with one of the e shock absorbing mechanisms to actuate the same in draft, an outer stop key cooperating with the last named shock absorhingmechanism, the couf pier actuating bothof the shockabsorbing mechanisms in buff to provide a relatively longer stroke oi Vthe coupler in buit than in draft and also afford much heavier resistance.

A still further objectr of the invention is to K provide a shock absorbing vmechanism. for railway draitnriggings having relatively longer travelzinbui than in draft and including two e shock absorbing means actuated in series in buit and only oneof which is actuated indrait, the la ter being disposed within a yoke acting meansl .f connected to the shank of the usualy coupler by the ordinary coupler key, wherein the yoke means Yalso houses the outer main follower of the` shock absorbing means and has means thereon for guiding the coupler shank and whereinthe outward movement of t l by a stop key coopera lngwith the draft sills, 'the parts being so proportioned that the coupler key and stop key are adapted to cooperate withthe IF@"usual 'standard "key openings providedthereior in draftsills. f 'Other and further objects ofthe invention will more clearly appear .ironr the description" and ,Y

` .ends thereof workinO` y A Y .draitsills As shown, the key 28 is l'leadedn at l one end and is provided jwith detachable seci'iring.M

t the opposite end. Inwardly ofthe openclaims hereinafter following.

ln the drawing forming alpart of this specification, Figure l is'a longitudinalverticalsectional view-through the nnderirarne structure at one endv oi a car, illustratingl my improvements connection therewith. vFigure 2 is al Yhorizontal longitudinal sectional view, correspending substantially `tothe line 2-2 of Fig- Vare adapted to receive the usual eV main follower is limited means a ure lf FiguiesSand ki are jtransverse'vertical Y ectional views, corresponding respectively tothe In said drawing, 10---10 indicate theA usuali` ,spacedcenter or draft sills of a railway car underrrarne; theV sills are of the channel type and have cheek plates ll-ll secured to the outer vend portions of the same, the cheek plates being each provided with a pair of key receiving openings l2 and-112. The openings l2 of the cheek .plates vare in Valignment and are adapted to ac" coinmodate the usual couplerkey The key openalignrnent and ings 112 are also in transverse stop key which cooperates with the outer follower of the shock absorbing mechanism.` Thebody bolster at one end ci the car is designated by 13 and has a combined filler and stop .casting 14 mounted thereon between the sills 10. `The stop casting le, as shown, is provided with a front stop face 3 l5 and forwardly extending spaced "stop arms 16-16 which have abutment or stop faces at thev front ends thereofl for a purpose hereinafter described.` The end sill o the car is designatedby l'l and is provided with an opening 18. The center sills` 10 extend forwardly to the end sill and are secured thereto and the cheek plates v1l are provided with lateral outwardly extending anges .iQ- 19 which are secured to the vertical web of the end sill. The bottom sideV ofV the-opening 18 Ain the end sill` is closed by acarry iron member 20 which is bolted to the bottom'of the endsill and rhas adwear plate 2l seated thereon.,

` In carrying'out my inv'e'ntio'nyI employ the usual standard lcoupler which is indicated by 22 `and is provided with the usual transverse key `Ashort top `wall 25, .and a ytrimsverse rear end wall 27; The sidewalls 25have the inner ,surc,

faces. at thel forwardfend of the yoke means diverging laterally outwardly so as'y to permit` the necessary amount oi pivotal lateral swinging movement or" the. couplerwhencars are operated on curved track. The coupler key, which is indicated by 28, extendsthroughj. aligned openings Zo-2S in the side v 25k and has` the'opposite lnl the openings l2 ofthe wall-26. isprovided with a thickened lportionl 120 which, together with a transverse relatively thick leo bottom web 32 connecting the side walls 25, defines a, guideway for a pressure transmitting block, hereinafter more fully described. The top wall has the inner `end portion thereof terminating in alignment with the. shoulders 30, thereby providing a relatively large opening between the inner end ofthe top wall and the end Vwall 27 of the yoke means.

At the forward end, the yoke means is provided with a horizontal web 33 spaced from the top wall and connected thereto by a vertical wall section 34, the web extending inwardly from said vertical wall section. AtV the forward en'd, the yoke means is also provided witha bottom wall 35 extendin'gforwardly from the transverse web 32, the central portion of said wall being cut away to provide an opening to render the interior of the yoke accessible. Immediately above the wall 35, the yoke means is provided with a relatively narrow transverse web 36 connecting the side walls and disposed parallel to the top web 33. The web 36 is connected to the bottom wall 35 by a vertical end wall section 37.` As most clearly illustrated in Figure l, the web 36 forms a supporting shelf and guide member for the coupler lpost 40 thereon which is in the form of a relatively heavy plate occupying the space between the side walls 25 of the yoke means. The post 40 is provided with a key receiving opening 4l extending lengthwise thereof andaccommodating a transverse key 42 extending through the openings 38 of the side walls of the yoke means and having its opposite ends working in the slots 112-112 of the cheek plates.Y Y

The key 42 is ofthe same type as the key 28, hereinbefore described. Theopening 41 of the post is of such ra length as to permit relative A movement of the follower 39 and the key 42 to such an extent that'the inner end of the post 40 willpengage the end wall 27 of the'yoke means and thereby limit the compression of the spring shock absorbing means.

A pressure transmitting block 43 is interposed betweenthe butt end of the coupler shank and r`the follower 39.` As shown, the block 43 is provided'with a cylindrical boss 44 rearwardly extending therefrom and seated in a cylindrical pocket in the front side of the follower 39. At

the front side; the pressure transmitting block 43 is provided with a pocket 45 adapted to receive "the buttend'of the coupler shank. As shownY in Figures 1 and 2 of the drawing, the top, bottom vand side walls of the pocket 45 iiare outwardly,

but the inner end of the pocket is of such dimen- 4sions as tosnugly rit the butt end of the coupler Vshank so as to `prevent relative vertical displacement between the same and the block. As alsov shownV in Figures l and 2 of the drawingzthe top and bottom walls of the pocket are longerthan the side walls, the side walls being cut away inwardly, as indicated at 46, to clear "the coupler key 28.

The block 43 is of such a height as to t between the guideway formed by the wall portions 31 and` 32of the yoke means. `As will be-evident, the coupler shank isthus supported at theforward end by the shelf 36 and is guided and supported at the rear end by the block 43 so as to prevent tilting or rocking of the coupler shank on the ledge 36.

A spring shock absorbing means, comprising a plurality of coils 47-47, is disposed within the yoke means, being interposed between the end wall 27 and the follower 39. As shown, the spring means comprises two upper and two lower coils disposed respectively above and below the post 40.

The inner end of the yoke means is supported by a saddle plate y#i8 secured to the lower anges of the sills l0. As will be evident, the spring shock absorbing means and follower member disposed within the rear end of the yoke weights this end of the same, thereby overbalancing the coupler head and preventing rocking of the yoke on the carry iron 20.

A friction shock absorbing means comprising a friction shell 49 and a cooperating wedge 50 and Vfriction `shoes 51-51 is disposed between the inner end of the yoke and the abutment face 15 rof, the stop casting 14. The friction shock absorbing mechanism is of a well known design and needs no further detailed description; the same, as'will be understood, includes the usual spring resistance which is disposed within the shell 49 and opposes inward movement of theV friction ,shoes. As is usual, retaining means in the form member 5l of thefriction shock absorbing means loo directly engages the transverse end wall 27 of the Y yoke means and is actuated through the inward movement of the yoke during a 'puffing stroke of the coupler. In order to support the friction shell for longitudinal movement, a saddle plate 52 isrermployed which has the opposite ends secured to the bottom fianges of the sills 10.

The normal full release position of the parts of the mechanism is that shown in the drawings with the coupler head spaced from the front end of the yoke means, the key 42 in abutment with the front end walls of the openings 112, spaced from the inner end walls of the openings 112 and the openings r38 of the yoke means, and the front edge thereof spaced inwardly from the front end wall Aof theY opening 41 in the post 40, and the inner end wall of the yokespaced from the front end of the friction shell v49 and the stop shoulders of the arms 16. In this connection, it isA pointed out that the friction shell is preferably of such a length as to have the front end thereof in alignment with the stop shoulders of the arms 16. The coupler key 28 is in engagement with the front end walls of the openings 29 of the yoke means, but has the front edge thereof spaced from the front endV Walls of the openings 12 of the draft sills. It will thusbe evident that the yoke means is pulled outwardly in unison with the coupler springs 47 will be compressed between the followerA 39 and the end wall 27 `of the yoke means,

the springsbei'ng preferably of lesser capacityV the draft stroke.

than the friction shock. absorbing mechanism.`

There will, however, also be some compression of the friction shock absorbing mechanism during the compression of .the springs 47 and the Wedge block 50 will be forced rearwardly, carrying the friction shoes therewith along the fric' is fully compressed` and movement of the yoke is limited by engagement with the front end of the friction shelland the stop faces on the arms 15 of the stop casting.V Upon the actuating force being reduced, the expansiveaction of the friction shock absorbing mechanism will return the yoke to the full release position shown in' the drawings, outward movement of the wedge being limited by the usual retaining means of the fric- A tion shock absorbing mechanism. The other parts of the railway draft rigging will be restored to the normal position shown in Figure 1 byk the expansive action of the springs 47, outward movement of the follower 39 being limited'by the key 42 coming into engagement with the' front end walls of the openings 112 of the'draft sills. The coupler head is preferably spaced from the front end of the yoke means adistance equalY to or very slightly greater than the clearance between the inner end of the post 40 andthe wall 27 ofthe yoke, whereby the coupler head-,will closely approach the end of the yoke means when the spring shock absorbing kmechanism is fully compressed.

Inasmuch as the coupler key 28 engages the front end walls of the openings 29 of the yoke, thererwill be no outward movement kof the coupler with respect to the yoke during a draft action and the maximum spacing between the coupler head and the front end of the yoke means will never exceed'the amount in full release as shown in the drawing. Y Y

During a draft actionrof the mechanism, the coupler will be pulled outwardly, carrying the yoke therewith through themedium of the key 28. The springs 47 will thus be compressed between the end wall 27 of the yoke and the follower 39, the latter being held stationary by the key 42, the rear edge of which is in engagement with the inner end wall of the opening 4ll of the post and by engagement of the front edge there-V of with the front end wall of the openingsllZ of the draft sills. Compression of the springs will be limited by engagement of the endiwall'27 of the yoke with the inner end ofthe Vpost 40 and the `forces will thereafter be transmitted directly to the springshock absorbing vmeans and the in ward movement of the coupler is equalto the combined compression strokes of the springshock absorbing means and the `friction shock absorbing means. It will thus be evident that my improved railway draft rigging has alonger stroke in bu than in draft and that much greater .follower by engagement with the rear end wall of length to engage with the inner end of the yoke resistance is offered to the bufling stroke than to l lt is further pointed-outthat the ledge 36 which supports the coupler shank remote from the inner end thereof is at all times disposed'outwardly of the carry iron, thus preventing pivotal movement of the coupler shank about the carry iron so as to maintain the coupler head in proper horizontal i position and eliminate drooping vof the same, the weight of the coupler head being overbalanced by the combined weight of the spring shock absorbing means, outer follower, pressure-transmitting block, and that portion of the yoke means disposed rearwardly of the carry iron 20. It will be understood that the inner kend of the coupler shank is at all times held against vertical displacementby the pressure-transmitting block 43 .32 of the yoke.

While I have herein shown and described what I consider the preferred manner of carrying out my invention, the same is merely illustrative and i `contemplate all changes` and modifications which come within the scope of the claims appended hereto.

' l claim: f

l. In a'draft rigging for railway cars, the combination with a coupler having a shank member; of a'yoke movable rearwardly during'a bufflng action; a coupler key connecting the yoke and coupler; a front follower within the yoke, said follower having a rearwardly extending post thereon engageable with the inner end of the yoke tov limit relative movement of the follower and yoke and effect movement in unison of said 110 follower and yoke during buifing action ofthe mechanism, said post being longitudinally slotted; a key extending through the slot of the post and being movable lengthwise of said slot to an extent at least equal to the maximum relative movement Vofthe follower and yoke, said key beingheld against outward movement with respect to the car and having movement inwardly of the car and yoke, said key limiting outward movement of the the slotV of the post; and cushioning means between the follower and inner end of the yoke.

2. ln a railway draft' rigging, the combination with draft sills having transversely aligned key slots; of a coupler having a shank member; a yoke connected to the coupler for movement therewith in draft; ,frontfollower means 'within the yoke, said front follower means having a rearward extension, said extension being provided with a longitudinal slot; a stop key extend-V ing through the slot of said extension and having movement in said slot lengthwise of said extension, said key having its forward movement limited by engagement with the front walls of said sill slots and having shouldered engagement with the rear end wall of said follower slot for limiting outward' movement of the follower means, said extension on said follower p means being of a A for 'limiting inward movement of tne follower 10 JOHN F. OCONNOR.- 150. 

